Summary At 0745 on 29 May 1996, the WOLFEISLANDERIII was embarking passengers and vehicles at Marysville, Wolfe Island. The master had left the wheel-house unattended and the ferry was not secured to the terminal by moorings. While the master was below deck, the emergency steering override system of the ferry's propulsion units failed. As a result, two of the units released from the locked position and turned slowly from the direction in which they had been set. The ferry moved about 45 m off the terminal before control was regained. No one was injured and there was no pollution as a result of this occurrence. Ce rapport est galement disponible en franais. Other Factual Information Particulars of the Vessel At 0745(2) on 29 May 1996, having completed several return journeys between Kingston and Marysville, the ferry was embarking passengers and vehicles at the Marysville terminal on Wolfe Island. The master had set the emergency override control to lock the propulsion units in the position in which they would keep the ferry alongside. The mooring ropes (double-eyed short snubs) were not made fast to secure the ferry to the terminal. The master then shouted to the mate on deck to come to the wheel-house to replace him while he went to the washroom. The master did not wait for the mate to arrive on the bridge before he went below. The mate had not heard the master calling to him and went about his duties at the ferry ramp. The master had other means of communication from the wheelhouse to the deck, by two way portable radio and by the ship's PA system. However, neither of these means was used. While the master was below deck, the emergency steering override system of the ferry's propulsion units failed. As a result, two of the units released from the locked position and turned slowly from the direction in which they had been set. The duty engineer in the engine-room was not aware of what was happening. As the vessel's stern began to turn, the ferry started to leave the terminal by herself. Witnesses estimated that the traffic was from 0.5 m to 7 m from the open apron on the shore side when the mate, positioned on the ferry's ramp, directed the embarking traffic to stop. Two minutes previously, several cars and two school buses filled with school children had embarked. From the main deck, the mate could not determine if the master or anyone else was in the wheel-house. After making a telephone call to the bridge and not receiving a reply, the mate ran to the wheel-house, which he found unattended. On arrival, the mate switched the emergency override to normal steering and began to bring the ferry back to the terminal which was now about 45 m away. Shortly afterward, the master returned to the bridge, unhurriedly, according to some witnesses. The master took over the controls from the mate and redocked the ferry at the terminal. Embarkation resumed. After the occurrence, it was found that several turns of the valve handle were required to close the main steering by-pass distribution valve for units 3 and 4. The previous day, 28 May, the master had found the steering sluggish. Although the problem was not serious, he had asked the engineer on duty to check the system when the ferry was alongside. The engineer partly opened the main steering by-pass distribution valve for units 3 and 4 as part of his check. He had not completed his examination of the system when he was advised to prepare the ferry for departure. When he reactivated the steering component of the units, he forgot about the partly open valve and did not close it. According to the Ministry of Transportation of Ontario (MTO) operations standing orders for the ferry, the person on watch must be relieved on the bridge before leaving his post. The standing orders also require that the ferry be secured by mooring ropes when at the terminal. Neither of these safety rules was followed. In addition to the Ministry of Transportation Standing Orders, a letter was sent to all ferry operators in the Kingston District attaching Ship Safety Bulletin 10/92, and an audit was conducted by Marine Safety. In June 1996, the MTO received information from two members of the travelling public that a similar incident had occurred on 25 February. The MTO internal audit section investigated these reports with a view to disciplinary action but the section was unable to substantiate them. It was also determined that reports to the effect that the master was moonlighting as master for another company in addition to his duties as master with the MTO were unsubstantiated. The master, mate and engineer all had joined the WOLFEISLANDERIII in October 1989. All held the appropriate certification for the vessel. On 22 April 1996, the MTO had revised the work schedule for the shift crew of the WOLFE ISLANDER III, and three positions had been eliminated. As a result, the normal number of hours worked daily by the deck crew increased from 8 to 10 over the four-day work period. The change did not affect the ferry's engineers. Action Taken Following the occurrence, ferry masters were reminded of safe operating practices and the MTO internal audit branch reviewed the operation and looked at mechanical means to prevent a reoccurrence of this nature. It was also reported that as of February 1997, the work schedule returned to the 8-hour shift.